Automatic safety gate



April 28, 1925. 1,535,753

G. G. WEISER AUTOMAEIC SAFETY GATE Filed April 16, 1923 3 Sheets-Sheet 1G. G. WEISER AUTOMATIC SAFETY GATE Flled Afinl 16, 1923 3 Sheets-Sheet 5mm NQ nuwl om I April 28, 1925.

Patented Apr. 28, 1925.-

UNITED STATES GRANT G. WEISER, 0F HELLER'IOWN, TENNSYLVANTA;

AUTOMATIC SAFETY GATE.

Application filed April 16, 1923. Serial No. 632,383.

To all whom it may concern.

Be it known that I, GRANT G. WEBER, a citizen of the United States,residing at Hellertown, in the county of Northampton and State ofPennsylvania, have invented certain new and useful Improvements in anAutomatic Safety Gate, of which the following is a specification.

This invention relates to improvements in safety gates for railroadcrossings and has for its prime object to provide a gate which isentirely automatic in operation.

A further object of the invention is to provide a. gate thatwill'automatically close upon the approach of a train and one that willsound an alarm in the form of a bell and at the same time display alight on the closed gate.

A still further object of the invention is to provide a gate that willautomatically close by the weight of same upon the approach of a train.7

And a still further object of the invention is to provide a gate whichis equipped with an electric motor that is automatic in operation torestore the gate to an in operative or open position as soon as therailroad train has passed the railroad cross- 11'1 Another object of theinvention is to rovide a ate com risin a blade or arm that is attachedat right angles to a supporting post and which is constructed of severalsections hingedly connected together so as to provide a flexible bladeor arm which will permit a vehicle "accidentally caught on the railroadtracks during closing of the gate to escape without injury to thevehicle or occupants thereof.

Another object of the invention is to provide an automatic gate forrailroad crossings, which is simple in construction, durable, eflicientfor the purpose intended, and

. one that can be installed at all railroad with my invention.

Figure 2 is a top plan view of same. Figure 3 is a side elevation of my1mproved gate, tion to better operation.

Figure 4 is a horizontal section through the upper portion of thehousing containmg the operating mechanism.

Figure 5 is a similar View taken through the middle of the housing.

Figure 6 is an enlarged fragmentary sectional view of a pair of thehingedly connected sections comprising the blade or arm of my improvedgate.

Figure 7 is an enlarged fragmentary side elevation of the blade or armsection connecting means.

Figure 8 is an enlarged fragmentary side elevation of one of thesections comprising the gate showing the light signal attached thereto.

Figure 9 is a diagrammatic plan view of the electric circuit, and

Figure 10 is a diagrammatic view of the electric circuit for operatingthe electric motor to operate the gate.

Referring to the accompanying drawings in detail, like characters willbe used to deiilgnate like parts in the different views.

showing same partly in secillustrate the construction and invention hasbeen designed particu v larly for use in connection with steamrailroads, but same is also capable of being" a housing which isconstructed of steel or any other suitable materialand which is placedalong one side of the railroad track at the highway crossing. The top ofthe housing has a sleeve 2 extending centrally upwardly therefrom.

A shaft 3 having an enlarged head 4 to provide a weight is mounted forrotation in the sleeve 2. At the intersection of the-shaft 3 with theenlarged head 4, a hood 5 is formed integral to prevent water or foreignmatter of any kind from passing into the sleeve and entering the housing1.

The lower end of the shaft 3 extends downwardly within the housing andis provided with a T-head as at 6 and each end of the T-head is providedwith an axle 7 on which is mounted a roller 8. The rollers two in numberare held in engagement with a quadrant 9. within the housing by crossbraces 10.

The quadrant is supported to the section 16 by either A second shaft 11which is smaller in diameter than the shaft 3 is mounted for support ina socket 12 on top of an electric motor 13 which is in turn supported inthe bottom of the housing. The shaft 11 extends upwardly and passesthrough the center of the cross braces 10. The upper end of the shaft 11is provided with a square portion as at 14 which engages a square recessin the lower endof the shaft 3.

Attached to the enlarged head 4 of the shaft 3 in any suitable manner isan arm positioned at right angles to the shaft 3, which is formed of aseries of sections 16, 17 and 18. The sections are each provided withblack and white stripes, as is the means often employed by railroads asa warning signal. The section 16 is formed of metal and has weights 19attached to one end, which cooperate with the enlarged head 4 forholding the rollers 8 into engagement with the quadrant 9. The section17 is constructed of wood and is pivotall connected means of a liolt 20.A spring 21 is positioned around the bolt 20 so that the section 17 maybe moved in direction. The section 18 which forms the extreme end of thearm is composed of rubber and is connected to the section 17 in themanner described for the connection between sections 16 and 17. A signalwhich is preferably in the form of a lamp having a red bulb is attachedto the section 18 and is visible to anyone approaching the railroadcrossing when the gate is in an operative position. By having the armcomposed of a number of sections and hingedly connected together, thesame prevents anyone from being caught between the gate when same ismoved to a closed position, as a machine caught on the railroad trackcan easily pass therefrom by bearing against the sectional arm andcausing same to swing outwardly. As soon as the vehicle has passed fromthe track, the arm assumes its normal position under the influence ofthe spring 21.

A disk 23 is keyed to the shaft 11, and positioned directly under thedisk 23 is a bevel-gear 24, which is loosely mounted on the shaft 11.The bevel-gear 24 meshes with a gear 25 on the same shaft and fast enedto a gear 25 which meshes with a gear 26 on the end of a shaft 27 of theelectric motor 13.

An electric magnet as indicated by the numeral 28 is supported on top ofthe disk 23. A locking pawl which comp-rises a link Y29 and an armature30 are hingedly connected together as at 31 and each of the members arepivotally connected to the disk as at 32. The extreme end of the linkmember 29 is provided with a catch 33 for engagement with a stop 24carried by one wall of the housing 1. The catch 33 is hingedly connectedto the link 29 and held in position by means of a sprin 35. A projection36 is formed on the periphery of the disk 23 and engages a peg 37carried by the bevel-gear 24. One side of the housing 1 is provided witha hinged door38, so that access to the interior of same may be easilysecured.

A bracket 39 is mounted on the disk 23 and an L-shaped arm 40 ispivotally attached to the bracket at its upper end. One end of theL-shaped arm is connected as at 41 to the armature 30, while theopposite end of the L-shaped armhas a weight 42 adjustably mountedthereon. Due to the weight of the sectional arm, weights 19, pinnacle ortop 4, shaft 3, and part 6, there is a tendency to move the pawl to theright and slide it over the stop 34 when the gate is in its normal orinoperative position. This tendency is overcome and the pawl 33 isprevented from sliding past the stop 34 by the energized electric magnetholding the armature 30 against itself and thus preventing the pawl 33from moving to the right and sliding past the stop 34. For the electricmagnet to overcome this weight and hold the gate normal, it wouldrequire a considerable amount of electric power. The object of theweight 42 is primarily to assist the electric magnet in holding the pawl33 in engagement with the stop 34, thus holding ,the gate normal andreducing the holding power consumption to-a minimum.

In order to clearly show the operating means for moving the sectionalarm to its normal or inoperative position and for sounding a bell andlighting the light 22, I have shown a diagrammatic lan view as in Figure9 which when taken in connection with the accompanying description willclearly show the operating means employed for the above.

In explaining and tracing the circuit shown in Figure 9, it will beassumed that the gate is in its normal position and that the trackbattery 43 energizes an electromagnet 44 of the relay, through a circuitestablished as follows: positive side of battery 43, rail 45, wire 46,electromagnet 44, wire 47, rail 48, and negative side. of battery 43.The track battery energizes an electric magnet 49 of the relay, in thesame manner, when a train is approaching from the opposite direction.

The main gate battery 50 energizes the high resistance winding of theelectric magnet 28 as follows: positive side of the battery 50, line 51,contact finger 52, link 53, contact finger 54, wire 55, contact 56,which is closed, wire 57, high resistance winding of electric magnet 28,wire 58, wire 59, wire 60, and negative side of battery 50.

A train is now entering the insulated section ofthe track controllingthe operation of the gate, at the point marked, A, as

side of battery 50, wire 51, wire 62, arma' ture and contact finger 61and wire 63 wire 64, bell 39, and light 22, wire 65, and

negative side of battery 50. This shunt also causes the coils of theelectromagnet 28 to be deprived of current or de-energized becaused of abreak in the circuit between the contact finger 52 and the link 53. The.gate has now assumed its operative or closed position. As the trainenters the section of the track marked BC, the electric vmagnet 49 ofthe interlocking relay is deenergized.

We will now assume the train to be .just over the insulated rail jointsat B. The electromagnet 44 will now ,pick up its armature 61, in doingso it will lift an armature 66 and contact fingers 52 and 54, so thatthey will bear against the slightly lifted link 53. As contacts 67 andcontact 63 are also mounted on the armatures 61 and 66, they will takethe same movement as contacts 52 and 54. The bell and lamp circuit isnow broken. Contacts 68 and 69 are now closed. The circuit to the gateis as follows: positive side of battery 50, wire 51, armature 61, 52,53,54, 66, wire 55, contact 69, motor 13, wire 70, wire 59, and wire 60,back to negative side of battery 50. A circuit is also establishedthrough the contact 68, wire 71, low resistance winding of theelectric-magnet 28, and wire 60. The gate is now revolving through the90 degrees from the operative to the inoperative position. When the gatereaches the position shown by the disk in Figure 5, contacts 68 and 69will open and contact 56 will have closed. The motor will then cease torevolve and the circuit is carried through the high resistance windingofthe electric magnet 28 as explained before. The object of the twowindings of the electric magnet 28 is to reduce the amount of powerconsumed while the gate is in an open, inoperative or normal position.It will be further noted that a train coming from either direction willcause the above described operation.

When the flexible arm of my gate is in an inoperative position, theelectric magnet is energized by the gate battery. When a trainapproaches the highway crossing, the circuit leading to the electricmagnet is broken throug' locking track relay. The deenergized relay nowallows the weight of the shaft 3 and its adjoining parts to force thecatch 33 by the the function of the inter-' stop 34, thus'causingtherollers 28 rolling on the quadrant 9 to seek the lowest level. Rotationis imparted from the shaft 3 to the shaft 11 through the square portion14, which in turn rotates the disk 23 which in turn by means of theprojections 36 bearing against the peg 37 rotates the bevel-gears 24,25, and 26. The motion of these gears causes the motor to revolve in areverse direction, thus creating a snub and causing the arm to move tothe opposite position very slow, also relieving the sectional-arm of anyshock.

As soon as the train .has passed over the crossing and departed from therelay, the current is returned to the electric motor and the electricmagnet 28 is de-energized. The electric magnet draws the catch 33 out ofengagement with the stop 34, and the rotation of the shaft 27 of theelectric'motor rotates the gears 24, 25, and 26, the disk 23 and shaft11 which in turn imparts a rotary motion to the shaft 3, thus causingthe rollers to move to the highest point of the quadrant 9 and returningthe flexible arm to an inoperative position.

In view of the foregoing description of my invention taken in connectionwith the. accompanying drawings, it is thought that any furtherexplanation as to the construction, operation, and objects of myinvention is unnecessary.

While I have shown and described the preferred form of my automaticgate, I realize that various minor changes may be resorted to, withoutdeparting from the spirit and scope of the invention as claimed, andtherefore, I do not wish to limit myself to the exact details ofconstruction shown, nor to the combination and arrangement of parts.

What I claim as new and desire to secure by Letters Patent is:

1. An automatic gate in combination with a railroad track, comprising ahousing, a rotatable shaft extending from said housing, a signal armcarried by said shaft, a T-shaped extension formed on the lowerextremity of said shaft arranged in said housing, a roller arranged ateach end of said T-shaped extension, stationary cam surfaces engagingsaid rollers for elevating said shaft and signal arm when said shaft isturned, whereby when said shaft is released it will return to its normalposition by gravity, and train initiated means for turning and elevatingsaid shaft and arm against the action of gravity.

2. An automatic gate in combination with a railroad track, comprising ahousing, a rotatable shaft extending from said housing, a signal armcarried by said shaft, a T-shaped extension formed on the lower end ofsaid shaft, a pair of stationary inclined tracks arranged in saidhousing, means on the opposite ends of said T-shaped extension forengaging said inclined tracks for elevating said shaft and arm when saidshaft is turned, whereby when said shaft is released it will return toits initial position by gravity, and means for turning and elevatingsaid shaft and signal arm against the action of gravity.

3. An automatic gate in combination with a railroad track, comprising ahousing, a rotatable shaft extending from said housing, a signal armcarried by the upper end of said shaft, means in said housing forelevating said shaft and arm when the same is turned whereby when saidshaft and arm are released they will return to their initial position bygravity, the lower end of said shaft having a longitudinal openingtherein, an electric motor in said housing, a second shaft in saidhousing adapted to be operated by said electric motor, the upper end ofsaid second shaft adapted to extend in the opening of said firstmentioned shaft to turn the same yet permitting the elevating of saidsecond mentioned shaft with relation to said first mentioned shaft.

4. An automatic gate, comprising, in combination With a railroad track,and a relay circuit, of a substantially rectangular housing, a tubularcasing secured to the upper extremity of the housing, a rotatable shaftpositioned within the said tubular casing, a bracket secured on theupper extremity of the said shaft, a signal arm comprising a pluralityof sections, the sections being pivotally connected and having coilsprings mounted therein tending to, maintain same in alignment, aplurality of Weights mounted on the other extremity of the bracketcounter-balancing the signal arms, a T- shaped extension formed on thelower extremity of the said shaft, a pair of stub shafts formed on theextremity of the T- shaped extension, rollers rotatably mounted on thesaid shaft, a cam plate secured in the upper portion of the housing, therollers being adapted to rotate upon the upper end thereof, a supportingplate positioned somewhat below the said cam plate, a pair of magneticcoils secured to the said supporting plates, a plurality of hingedlevers connected adjacent the said magnetic coils, means for actuatingthe levers by means of the said magnetic coils, a curved extension catchformed on the extremity of the lever, means for engaging the said catch,an actuating motor positioned within the lower portion of the housing, aseries of gears adapted to rotate the vertical shaft therein, means forautomatically bridging the contact of the magnetic coils, and a hingeddoor mounted on the side of the housing to permit access thereto.

In testimony whereof, I have aflixed my signature in the presence of twowitnesses.

. GRANT G. WEISER.

Witnesses FREEMAN HORN, PAUL TRUMBOWER.

